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Nov. 17, 1925- P. HALLOT METHOD AND DEVICE FOR BRAKING RAILWAY AND OTHER VEHICLES Filed May 4, 1922 13 Sheets-Sheet 1 Nov. 17 925. 1,562,325

P. HALLOT METHOD AND DEVICE FOR BRAKING 'RAiLWAY AND OTHER VEHICLES Filed May 4, 1922 13 Sheets-Sheet 2 PauZJfaZZo 5 Y P. HALLOT Nov. 17 1925.

METHOD AND DEVICE FOR BRAKING RAILWAY AND OTHER VEHICLES Filed May 4, 1922 13 Sheets-Sheet 3 Nov., 17, 1925 P. HALLOT METHOD AND DEVICE FOR BRAKING RAILWAY AND OTHER VEHICLES Filed May 4, 1922 13 Sheets-Sheet 4 llHlllll m Nov. 17, 1925.

P. HALLOT METHOD AND DEVICE FOR BRAKING RAILWAY AND OTHER VEHICLES Filed May 4, 1922 13 Sheets-Sheet 5 For MAMA/70E FazeZ JfaZZoZ' firrole/vfxs Nov. 17, 1925. 1,562,325

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Nam 17, 1925- P. HALLOT METHOD AND DEVICE FOR BRAKING RAILWAY AND QTHER VEHICLES l3 Sheets-Shi 8 Filed May 4, 1922 Nov. 17, ms 1,E62,325

F. HALLOT METHOD AND DEVICE FOR BRAKING RAILWAY AND OTHER VEHICLES Filed May 4, 1922 13 Sheets-Sheet 9 53 104 i sh I METHOD AND DEVICE FUR BRAKING RAILWAY AND OTHER VEHICLES Filed May 4, 1922 awe-"070a Novo 17, 2925.

P. HALLOT METHOD AND DEVICE FOR BRAKING RAILWAY AND OTHER VEHICLES Filed May 4, 1922 13 Sheets-Sheet 11 13 Sheets-Sheet; 12

J mal TTOE/VEYS w mw Nov. 17, 1925' a P. HALLor METHOD AND DEVICE FDR BRAKING RAILWAY AND OTHER VEHICLES Filed May 4, 1922 Nov. 17, 1925- I F. 'rEALLOT METHOD AND DEVICE FOP. BRAKING RAILWAY AND OTHER VEHICLES Filed May 1922 13 Sheets-Sheet 15 Federated Nov. 17, 1925.

PATENT OFFICE.

PAUL HALLGT, OF PARIS, FRANCE.

METHOD AND DEVICE FOR BRAKING BAILYVAY AND OTHER VEHICLES.

Application filed May 4, 1922.

To (/U irlzonzit may concrrn:

lie it known that I, PAUL Humor, a citizen of the French Republic, and residing in Paris, France, 15 Rue du Plelo, have invented certain new and useful Improvements in and Relating to Methods and De vices for Braking Railway and Other Vehicles, of which the following is a complete s 'iecitication.

'llhis invention relates to the braking of vehicles, as well on railway as road vehicles which may be propelled by any motive power, and has more particularly in view to better secure the continuous controlling of the railway brakes. more particularly in long trains.

i'v'ith that object in view, the invention aurv use all the usual controlling arrangemeats which are provided on the railway vehicles, the same being however improved in order to obtain an instantaneous and simultaneous throwing of all the brakes, the same being constantly regulated according to the load of every carriage, in order to secure stopping in a minimum of time, while increasing the security of operation and the regulation of travelling of the train. on slopes. the said braking action taking place uniformly and progressively, as well during the tightening as for the releasing action. while the jamming of wheels is avoidcd. 'ihis' is due to the fact that a very high jn xixure is exerted upon the braking she r: in the be naing of the braking aciion. the said action being automatically rcdin ed together with the reduction of speed of the wheels. .rny disturbing actions are also prevented by the action of a rear valve. which is controlled by a compressive shock wave.

'lhis invention will be best understood from a cot :idcration of the following detailed do, iption. in view of the accompanying drawings forming a part of the specification: nevertheless it to be understood that the invention is not confined to the disclosure. being susceptible of such changes and modifications which shall deline no material departure from the salient features of the invention as expressed in the appended claims.

in the drawings:

Serial No. 558,415.

Figure l is a side View partly in section of the braking arrangement adapted to be applied to any type of carriage having compressed air or vacuum brakes.

Figure 1" is a fragmentary view of the connected chambers of an air brake system.

Figure 2 is a side view partly in section of a modified form of an arrangement for controlling the braking of long trains.

Figure 3 is an enlarged fragmentary view of the controlling arrangement shown in Figure 1.

Figure et is a rear view of a car wheel and operating winch for the braking mecha nism.

Figure 5 is a vertical section of a combined drum and winch adapted to be employed in connection with the device shown in Figure 1.

Figure 6 is a radial vertical sectional view of the drum and winch shown in Figure .Figure 7 is a plan view of a controlling hand wheel which, through its action, efi'ectually varies the exhaust of the compressed air.

Figure 8 is a vertical section of the exhaust valve.

Figure 9 is a vertical section of a moditied form of the exhaust valve shown in Figure 8.

Figure 10 is a vcrti a1 section of a three way valve for compressed air brake systems.

Figure ll shows more or less diagrammatically a modified form of applying the so-called shock waves.

Figure 12 shows another modified form in which the shock waves are produced by an explosion in the compression chamber.

Figure ii, is a vertical section of an accelerator.

Figure 14: is a fragmentary view in section showing the details of the reinforcing washer used in the accelerator shown in Figure 13.

Figure 15 is a fragmentary side view of the controlling means for the clutch of a self-governing member.

Figures 16, 17 and 18 show the various forms of a governor for regulating the pres sure of the brakes.

Figure 1.) shows more or less diagrammatically the winch.

Ion

Figure is a vertical section of an accelerator for vacuum brakes.

Figure 2i is a vertical section of a device tor in'oducing the shock waves in the vacuum pipes of a vacuiun braking system.

Figure an elevation o't an indicator for the vacuum system.

Figure 2&5 is a vertical section of a cylinder and piston operating therein adapted to be employed in connection with the vacuum system tor aiding in rapid release in case ot' an emergency.

Figure 24-. shows a modified form of a vacuum having two chambers.

Figure 25 is a side elevation of a modil'ied form of braking means.

liiguro :26 is a vertical section of a distributor combining the functions of a depression accelerator supply moderator and distributor.

Figure 27 a fragmentary side view partly in section of device for regulating by a variation in the expansion of the cylinder the pull on the brakes.

lligure is a fragmentary side view ot a modified form oi? shoe applying agency.

i igure is a vertical section of a loose pulley tor transmitting the centril ugal clutching strain to the shoe lever.

Figure 30 is an end view of the pulley shown in Figure 29.

lligure 31 is a vertical section taken at right angles to the section shown in Figure 2?) of the loose pulley.

Figure is an end view ot a modified form of the regulating winch.

Figure 32 is an end view partly in sec tion 01 the device shown in Figure 33.

Figure 33 shows a side view of a modlim'l t'orm of braking cevice.

Figure 33 shows a side view of a detail of a regulating arm disclosed in Figure 34-.

Figure B l is a side View 01 a modified tin-m. oi braking mechanism shown in Figure 33.

F gurev 35 is an end view o'l a detail of the wimh shown. in F'grue 36.

l igure 36 is 1, longitudinal vertical section taken on i ditlerent line from that shown in Figure 3%.

Figure 37 is a transverse sectional view ol an auxiliary controlling device adapted to be used in connection with the construction shown in Figures 33 to 36 inclusive.

l igure 1:38 is a modified form of the construction shown in Figure 36 and has a regulating head operable at the end of an auxiliary multiplying lever.

Figure 39 shows a vertical section or an other arrangement tor the operating lever disclosed in Figures 1 to for n'lultiplying the 'l orce ol. the application of? such lever.

i igures lt) and ll show fragmentsry views detailing the modified form of automatic controlling device adapted to be used in conjunction with the regulating device o'l Figure 7.

Figures 42 and 43 are enlarged detail views of further modified torms showing the horizontal arrangement of the operating lever for the brakes.

Figures el-sl; and 4.5 are respectively side and plan views ot a device for indicating the degree of the load on the brakes.

Figure it; is a side view in vertical section of a winch and a controlling member connected to the piston of a fluid pressure cylinder.

Figure -l7 shows an end view of the winch shown in Figure 46.

Figure +118 is a modilied :torm of the op erating mechanism shown in Figure l6.

Figure l9 is a horizontal section of a modified form ot braking means adapted to be applied to a motor vehicle.

Figure is a vertical section taken.

tluxough a pulley loose on the main drive shaft.

Figure 51 shows an end view of the construction shown in Figure 49.

Figure is a longitudinal vertical. section showing a device tor reinforcing the action ot an end brake ot a motor vehicle.

Figure 58 shows more or less diagrammatically the indicator connected with the device shown in Figure .52.

Figure diagrammatically discloses the means for keying the loose pulley disclosed in. Figure l9 so that the same will form a 'lriction shoe against a Fly wheel or any form of revolving means.

Figure is a side view of the braking device in combination with an indicating mechanism.

l igure at; shows a visual signal adapted to be brought into view by the indicating means shown in Figure Figure 57 diagrammatically shows the adaptation of the controlling means to a brake ol the spccilic Form known as the Lapeyrie.

liigure 58 shows diagramuuu'ically another arrangement for a screw intake with a direct actuating means.

Figures 59 and (it) show diagrammatieally other examples of arrangements .lor connecting; the controlling means of several brakes with self-regulating brakes.

Figure (S1 is a horizontal section taken along the line. 102] of Figure Figure 62 shows a side elevation ot a moditied form o't continuous braking mechanism.

l igure is a vertical section of an operating winch used in Figure (52.

Figure (i l; a vertical section taken at right angles to the section of Figure (3?, ol the winch.

lid

Figure (35) is a side view showing the winch in operative relation with the hrake and wheel ot a car.

Figure (it; shows diagnumnaticallv the several positions of one oi the shoes ol' the carriage.

liignre to" shows an operating means tor controlling the valves 01' the t,- \.'linders oi" the air h -al es.

Figure (58 shows a still 't'urther modified form of opera ing mechanism for air brakes and in which the valve is provided with a closing spring and an ahntinent determining the position of opening said valve when the winch is put into action.

Figure 438 is a horizontal section showing details oil the connecting means hetween the operating lever and the hrake applying device.

Figure (39 shows a 't'ragnlent ol the shoe applying device Figure 68.

Figure To shows diae'ranumiticallv a siin plitied arrangement ot the winch operating 2;.echanism disclosed in iiig'nre (as.

Figure 71 is a vertical section winch disclosed in l igure it).

Figure 72 is a l'urther modilied 'l'orm ol hral ze applving device.

Figure T3 is a vertical section ot another ot the which and opei'atiii;;-

ar v plan view disclosed in the modified 't'mtli parts.

Figure is a vertical section ot a loose pulley provided with a rotatiirq' mass included within the pullev.

Figure H to shows a turther nunlilied torn: of the winch and its ope atin parts dis closed in Figures 72 to Tl inclusive.

Figure it) is a vertical sectional view of a moditied form of operating mechanism for the winch which controls the l=ral-:es.

l n Figs. 1. l. 3 and t which represent arrangements which mav he applied to any tvpe ol carriage provided with compressed air or vacuum hralies. ata-ordiug to the French Patent 'l-TljilS tiled on ileccniher t1. lillll. I'l- IY is an endless cahle (Formed t'or instance with a chain provided with coin necting rods) wl'ieh is drawn h v a servin multiplying winch l. and the ahutments m" which t' and t displace the lever T according to the direction ol rotation. The power transmitted hy the lever F. e ther through a regulating lever (not shown on the drawing) or through a spring r (Figs. 2 and bl is controlled h v the existing group of levers. the clutching power heing greater it the clearance is more considerahle owing to the wear ot the hraliing shoes is more inn'a'ntant.

The arrangement shown in Fig. '2 applicahle to carriages alr' ad v provided with anv h 'tllit. either compressed air or vacuuin hrzkes (ot the esting-house or Claw ton type. etc.) tor enahling the same to which einhodits a modification of the arrin ement tlstllilttl in the French Patent i" -l'-t-. tc-1 in which while hralaing the rnrains transmitted simnhaneonstv to the -ahles Shh are always less than the strain which would cause. a jamming of the wheels. The we it ot' the masses 1?) such that at; high s' iceds the controlling power they are adding to that of the springs 153. 12; hy their centri'fi' l pr ssure and to the action ot the inultipl ing hand 1%; produces a lirst strain. called "constant and reduced to 30$, of l unahle to jam the wheels. and a second strain. called complei'nentarv". equal to 505; ot l. tor instance. which antinnaticallv decreases to naught. and the addition ol' which. consxapientl not powertiil enough tor pre venting the rotation of the same.

For rcejulatii'ig the power ot' the lira] g action according to the variahle load of the carriage axles (Figs. 1. :3. etc.) the connecting rod 4 connected to the braking rods is provided with a head l8 which may he displaced along a regulating lever T by means ot a cahle 19. provided with a spring '20. and passing upon pulleys ll. ll l'or acting. either automatically under the control ot' the springs. for instance by means ot. a -ahlc 21 connected to a txed point such as an axle hearing. or directlv hy hand. h v means 0'! a controlling hand wheel 22 (Fig. T) with a pointer and convenient graduations. the same heing arranged so as to displace. even hv a direct action. the regulating head 18 tor regulating the position of the same upon the lever T according to the tlexion oi the (ill'iylllfl spring. that is to sav (it the load.

For the compressed air hralv'es called w th two ehamhers it is possihle to malze hoth chamhers communicate with each other at the time ot unhralv'ing through a connecting pipe (Figs. l. S and 9) and h v means ol' the iding valve 3!) ol' the exhaus valve t The said valve is provided with a sliding valve Iitl which l'rom the heginning ot' reloading the generil piping. simultaneousl etpialixes in ever) cylinder the pressures in hoth chamhers in view ot the quick and simultaneous releasing ol' all hraltes.

The said releasing accelerator comprises alsoa supplv moderato lt' oir=.-r sesa cas- 4 St). connected with the general piping a regulating block 215. a resisting spring a closing washer. a transom 36. so that. r strong nmvements of air produced in gene 'al pip ng hoth parts oi the apparatus are connected together onlv h the shr ll apertures 2-38,

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pipe 51 through pipes 58 and 56, the pressure quickly becomes prepontle'ant and. the clitlei'ent al piston, raising the stilling valve 58, opens the niain pipe For securing a very quick new loatl ng of the general piping the driver may use the air untler a high pressure contained in the tanl: it, and even a cyliiulcr giving: conito the open air at the alve (32 then uin pressing waves or tluitl lillPlllHQF. opening langel at that time tor that pur- In the course (it the saitl operations, the l but the (lriver may still regulate the sliding: valve 23?) (l ig. 8) descends until sheets at. any time, according to theintlihoth chambers ol? the cylinder have been "anions ot the pressure gauge of the pipe. loacletl again at the normal pi lhe saicl valves, in orcler to permit the use coii'nnunication ot the canals i'cli'iovuhle valve for the quick unthat time, the spring closes a mint oi the hraltes, are arrai'igetl un sliding valve 39 and liv such in supplying the main pip 51 pressure heing deleted, the release tlelthrl il i l ugyli the pipe 74 when an ahutin the front part oil the traiin is, on the con incnt suci a i2 vill raise the 'aive i3, as tarv. much accelcrz'ztml in the rear part oi shown in ifi llh or in any other we). the said train.

ll nen tightening the lll'illiffS the compress wave (lees not Jernnt the spindle ill Fl ll) shows a removable three-war g: to C '1 r-q i alve tor con'inrcssed air hrake. connecteu aise he said. abutment 42 at too unti "nlein at 51 with the general collector C 01" the t however the pressure in the hamber h rear carriage of the train in ortlcr to en- 'cclucefl, the piston ll-l 11 i" able :1 quit-h exhausting: o't the air. when do U11 ith its raising n'ioveinent tor i t upo i the ahutnient 72 thus closing the slii'l- The air of the colcctor 51 iiia e; ape til i Till-YE 53 il fl l eoj 15; the valve TF3 ra' eiil.

" projection ill lacing hoolic-zl in a 7- 42 through a sliding; valve controlled, h ill a piston provided with two unequal sur't'aci-is 9; pa t 9- 54-. and 54, which separates two chambers Tie first application otthe 56 and ot (li fci'ent volumes, the coniplef Wucliii a co; or ("lilOll nieiitarv chan'iher 5T heing rcuuwahle at Sho wave. wil iver siulcleiily ilt provokes in the main pipe C by any eonren- The chamber so anal hoth connected clianii 31911118. he saitl wave quickly is hers 57 and 5? are connected with the main ii'fl uil towards the rear part of the ith i )8 which is thus iuieiietl to the atshoes is niatlc terposition of a loacletl valve (it) which is by a valve calie three v i m: n- 1-! provided with a central channel on and ina l' m1 that fl t o close the canal 63 provided in its seating;

The seating 62 of the valve (32 has a large opening 64:, ant. a small can a1 (1?. During the travelling 0f the train the air fills in all the chambers and the sliding valve 53 is closetl by the (li'tl'erential piston 54- which rests upon the seat As soon as a sudden excess pressure occurs coming through 51 the hanging; valve ili applies itsel't agains the orifices 33 antl (3L illltl the pres. lll't, rising); tho valve M 11 W s pleasing: :1 acts antler the piston 53%, the slitlrugj valve cyl nder (33 tor the i c i M H s ol which o3 opens the main p ns al at the atmosphere at 52 which prot a on. A special cocl: pres untlcr 'iiessurtn which is transmitted from sure air from a, i tit tor i the rear to the front part ot the train 'l'or siipliilementary totaling of th c ilii ilcr ($23 COClilIlg' all brakes. 'lhis escape (-eas in o l to i l 1 ol propun'zv soon the Lli'ltcrcntial piston causail to lion oi the said h the pipe (39. (lescentl owing: to the fact that the c-tgualii x or for iuaintai .1 its action in inn my L A same cum-is oil above the piston applied to the vacuum propa ation may he of pressure is reestablished in the llpllm chamber 56.

For a slight ocpressitin the pa i in lflillith, h using a very strong depressive the position of F151. 10 the slulii valve 63 wave obtained hr any means. hemp; onl verv llillllt displaced. It, llt m- Fig. 12 shows a iuoililicatiou which conirises: an explosion and compression chain-- er A in which a capsule H l'illctl with a suh- :tance with. a quick uotluction oi" a un-- tler a shock or a braking, arranged upon an anvil ll may he opened by a compressing part P such as a pin P upon which the ll'lOClltllllSll'l or any automatic member at the el't l' llltlsllltlllQUECSSlUIi is oi the val 3:4 p and 2 rciiiain applied upon their seats, li the canals 63 and G l are closed, antl the (le s pression acts in the chambers 5t), 51 ulltl 5'? only through the small apertures (31 and G7. The volume of the latter chaiiil'icrs 1 W 1; -1 1i t- 5 ant. .H icing 10\\L\(,l. aigti. Lian tiat o.

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passage of a signal of the way. A cap I closes the opening through which air arrives under the effect of compressitm.

For the application of the self governor to the brakes alreatily in use. the apparatus only receives the spring 13 (Fig. :3) provid ed for maintaining only the mass 15, the constant strains, induced to 0.50% of I being in fact provided only by the only pressure fluid brake (lvestinghousc, Clayton, etc.) but in some systems, the spring 1 in be simultancously maintained.

Figs. l and ll: are accelerators comprising a piston rein't'orcet'l by means of a washer (Fig. l-l) for compressing waves pipes, the action of which may be regulated by means of a spring 80 compressed by a screw 83, in combination or not with a cock which may put the upper chamber 81 into communication with a tank. so as to obtain variable masses of air exhausting under every carriage, according to its service.

hen travelling, the apparatus is arranged as shown in Fig. 13. the air at a pressure'of for instance 5 kg. filling up all the chambers.

For a depression even slight, however. the piston compresses the spring a and the sliding valve, while descending allows the air from the main pipe to make its escape through l1 under every carriage. thus producing a very quick accelcratitm: at the same time. however, the very small canal c. c. rallows the air from the upper chamber St to escape itself and to be brought, more or less quickly. according to the volume of the special tank. to a pressure near that of the main pipe. The spring a. in fact, very quickly resumes its preponderant action for bringing back all the parts into the travelling position. The piston being tit led with a slight clearance. the pressure slowly attains the same value upon both faces of the piston. should even the small oriticc -2 he obstructed.

Fig. 15 shows a controlling means for the clutching of the self governing member, which may be actuated on either side of the carriage. and which comprises a cross shaft 2th carrying a small pulley 201 with a small chain 202 connected with the lever 203. and at each end of the shaft. a controlling lever 203 of the said shaft, which may he provided with hand wheels with any apparent marks (not shown).

Fig 1G, 1? and 18 show a regulator which uses the turning action of the rotating masses for regulating the pressure of the brakes. and particularly the reduction or the ceasing of the said rotation. for ten'iporarily opening a reducing valve. as soon as one of the carriage axles is brought to rest. and thus avoid any jamming ot' the wheels.

1n Fig. 16. the said regulator comprises a reducing valve 303. a lever ;\B, with a valve opening spring 352, which acts as soon as the axle ceases rotating, but the action of which is annihilated by the cable 359 when the shoes have not been applied. a pn ley 350 ctmnected at A with the endless cable So l. two tjrontrolling abutments 355. 356 which are stopped at 357 according to the rotation of the axle acting upon one end or the other, and the action of which maintains the lever applied against the abutment 2-351 (valve closed).

The said cable is provided with a clutching weight 358. A regulating screw #351 and an abutment 351 limit the opening of the valve 353. The return spring of the shoe levers may be used for constantly maintaining the lever raised at AB, out of action (pulley 357 and cable 359). The ends of the cable may be connected with two small winches T, T in mesh with the axle at the time of braking only (Fig. 17)

Should a amming of the wheels occur, the axle which becomes the last jammed will produce a temporary displacement of the lever, which will cause a large exhaust of the air, thus letting the translation to be operated with the full speed, and, if necessary, new successive regulations will take place in the same manner, should annning take place anew.

In Fig. 18, 300 is a cylinder with an ex hanst sliding valve or any other member. connected with the pressure chamber of the brake, so that a constant strength (for instance a spring) permanently tends to re duce the braking pressure when a centrifugal antagonist action (centrifugal friction blocks, watt governor, etc.) does not oppose it.

The said governor maybe controlled by the rotation of one of the axles of the carriage, by means of the pulleys 2303 applied against the tyre by a winch 303 (Fig. 19) which is put in action only at the time of the braking (connecting rod of the shoes, etc.) in spite of the antagonism of a spring 305. The latter also opposes. by acting upon the arresting lever or fork 306 to the action of the spring 301 which. through the pin Q. control the exhaust valve as soon as the wheel reduces its rotation speed at the beginning of the jamming. The centrifugal strain being no longer preponderant. the air in tact escapes by the play of the governing member under the action of the springs 301, and a reduction of the braking action takes place until the said reduction allows the wheel to resume the rotation. alternative actions which thus continue automatically to thetime of stopping.

Fig. 90 is the necessary accelerator for the vacuun'i brakes. The sliding valve 1 allows the air to come back through the canal 71 into the lower chamber 6 which corresponds with the main pipe 0 through the orifices e, e and the pipe 0 which receives the air throug'h'the sliding valve, little by little reestablish at b, above the piston, the pressure balance. The spring a may then close again the slide valve a displace ment stopped by the spring .1 the coils of which keep on-obturating ball o the duty of which is to shut the central canal by compressing the coiled spring a, and thus deleting the action of the front distributors, in the case of sending compressing waves, the small orifices to only allowing a slow reloading. G is a. dust filter. The said apparatus may be connected with a distributor (Fig; 20). l i

This I distributor comprises two diaphragms n, owhich are reinforced, contituting two chai'nbersk, Z, respectively connectechwith the main pipe and with the vacuum tank, and, with each other, by a pipe 0"in which a valve q" allows the air to pass only in one direction.

The chamber m of the cylinder is connect ed with the chamber'lby the valve 0", and with the atmosphere by a valve a located in the lower wall out a pocket 2 provided in its central part. 'The upper part of the said pocket has a diaphragm u connected with the diaphragm a. The valve 9* which closes the" said pocket is provided at its lower end with a tail r which raises the same "from its seat; by abutting against the bottom of the casing when the movable system 0t diaphragms is lowered.

lVh'en the vacuum exists (as in, the figure) both 'diaphragms are drawn towards the top valve 9 raises the tail of the valve 5, while remaining upon its own seat, which completely insulates the chambenl from the brake cylinder m thus brought into communication with the atmosphere by the valve a. On another hand, the valve 8 is opened and the vacuum is propagated into the tankZ.

Should an HClINl'wZSiOll of air take place in the general piping lor the puroose o't brat;- ing, this pressure closes the valve g and lowers the diaphragms. The valve 8 is closed, the valve 9"" being kept open by the abutting of its tail against the bottom of the casing. The vacuum may then be propagated from the vacuum tank to the brake cylinder,which causes a full tightening of the brakes. For reducing the said tight ening, a slight admission of air is caused to take place. lhen, the group of diaphragms directly descends, the valve r is opened and, when the balance of air is anew obtained betweenthe brake cylinder and the tank, the valve 7 is progressively closed, and it is thus possible, by successive steps, to obtainf'a'llbrakin factions in reat inoderation. In fact, it the tightening is too strong, the air is' drawn from the main pipe,whichfcauses the system of diaphragms to be raised; the valve r then is closed and its head raises the valve 8. an admission of air will then take place in the chamber m and the tightening will be reduced in a corresponding way; owing to the said stronger pressure, however, the diaphragm u will make. the movable system descend and thus allow the valve .9 to be brought again upon its scat. By thus manoeuvring the ejector at variable degrees, it will be possible to maintain all degrees ott' tightening on long slopes.

The bottom of the distributor is provided with a special packing V, carrying a central rod which it is suliicient to bring back completely for causing the opening of the valve 3 and consequently to instantly provoke the nntightening oi the brake.

Fig. 2]. is a device for producing shock waves in vacuum pipes. lOO is a cylinder, the lower part of which is in relation wi h the vacuum pipe 401, insulated by a cock ll/5 by means of a lateral tubulure at it, normally closed by a slide valve 403. solid with a block or piston lill, controlled by a spring 405, the resistance of which determined for allow ing the slide valve to ;)lay only above a given pressure, which is maintained while travelling in the part lOO' oi"? the shock cylinder.

The compressor piston 406 is arranged at a variable height in the cylinder te -(l0, according to the desired effects, or maintained at 4:07 and provided with a shock damper l -08 of variable height, so as to be more or less violently displaced by the propulsion a ct-ion caused. by the falling of a weight eltlll, conveniently guided.

A sudden compression will ovcrcon'ie the resistance of the spring 405 as soon as the compressor piston il-O6 has made a conven iently calculated cm'lrse. The beds ot rarc tied air of the pipe l-(ll will then receive a violent propulsion wave which will directly actuate, at the rear part. of the train any ap paratns ol interconnnimication or of braking by admission of air (rcn'lovable roar valve. etc). The said cylinder mag, be brought, either at the same time or not, with a l'iighly conn iressed air tank through any member such as the cock -l-l2.

Fig. 22 shows a vacuum indicator, the small index oil. which. 7 shows the vacuum in the tanks, and the great index :jinows 1th of the general pi and ot' the lower cha ,1- her oi. the cylinder, the ditlerencc between both numbers giving the e'llective braking power that is to say by differential action in the type of brakes witlrtwo chambers oil? i ig. 2 i

The rear carriage then has a rcintn'able valve, but it has been foreseen a waves compressor cylinder according to 2-1 hastening the tightenin and it necessary also that of the vacuun'i tanl-I oi 650 mm. in terposed between the main pipe and the (Pier-tor as woll as on the r ar 'arriago 'lor hastening the untightening in case of ur- QIQDCQ. by the play oi the \ztt'tttllll apparatus iiroinbined 'lor that purposr. 'ihe may opcratn wi h a cylinder such as that of Fig. 2 which romurises a piston wil V l braiqe with two t-hamhc'rs. the distributing valve 500 of whieh is s lid with the diaphragins ch; nibor, in order to avoid an vacuum loss The diaphragm .rll. Iliiitlt of strong iibliored 'taln-ir, secures a etter tip-honing; than that of o'hQr closures with milling ring; especially in hot countries. The weight an l cost oi apparatus are rodurod.

'l'hore is nsen a distributing valve, the simplo play of a shock rod allowing tho t F ing. the valvr being" apptiod I he pressure. tho varuuni is destr veil onl v undrr the piston that is to say in t to lower tigg llt rhauihor Sill.

in t in. $33. the shoes it e eontrolled out: in l l hi l trrss ot' the ronstant ti d a distributor eombinod i'or th only one rhanib i: whu-h an air hraho \v ma hr nauleratei'l both at the braking and t unhralcin g'. and l'ultiils at tho raiuo tinio the traction ol' depression aa'wclorator supnterat-or, and ot' distributor. suppressirrou'ularities roming trom the variwins and oi, tho dolirate opo at-ion 'ihr distributor and supply for themselves. The ti 'uro l.()\\';-t tin parts altar the loading;- of tho main pipr. Tho prossurr lowers the ditlcral piston Tl-X which thin; brings:

valves.

.. .l ltll liillt): operate wt t itil l. The rylinder 701' into L!illltl'ltli'llt'ttlltlll with he atmo phere by the valve 705 (spring i lo).

2; The u n pipe to into romniunication w th the an. liarv tank by the rln'unbor ll ho chamber 13 into communiration with the brake cylinder 707 by the chamber l) of the diaphragnis (pipe 707).

This mov: ble system is brought towards the top only tor a value oi depression regulated by the spring 715. .\s soon as this movement begins, the reaction of the spring 706 applies tho valve 705, the valve 70% remaining upon its seat 1 as longas the cone Ttll ha not yet abnttud against the chamber T provided hotwecn pistons for enabling the opirat'ion of the oseape valvir T05.

i it i tat tiinr. the valve 702, insulating the tank I? from thon'iain pipe the chamber 1) and the e -ilindar T li' roi-eivo thair troin the tank. but with a very reduced supply after tho first tlplilltiltltlil ol the shoes, owing to the iitlttitlitili t closing of the cone Till, the grooves oi" whirh allow the maximum pressure to be obtainod only in the front car riag'es.

The ope 'ation ot the distributor is besides regulated by the ball T15 tor the pressure and by the valve ill in the sudden depressions, the (stress of pressure allowing the arrival of t izllit, placo into the t out hrahos only through the small canals ti.

.vs soon a the prossi res aro balanccd. tliU valvev 7th ranstablishos the communication. For a graihiated untighteniiug; tho niovablo svstrm is caused to be lowered and tho air o't' tht ovlindor is exhausted by: the nuoting oi the large piston X with the tail ot tho valve T041 and tho promoro. lreroiuinpg prepinideratingat ll. closes the rham'uer l) by means o't' tho valve Tilt. whirh !)i'ti {l'0$i.'l loads again the taulc ll. 'lhe brahoi heiiu: rompleteiv nnthghtered. tho parts resnnu 1hr position ol' Win. it it is then ahsolutelv possiblo to mo lrrate as woll tho untightening: as the tighteuiu r.

The piston X rarrios a valve in whi h opens as soon it nirots with the '1 part; oi tho distributor owing to a bi preasion. 'lho spriuq' Tit prevents any action at unti teuin r or or the weal; doprew sions the dist length oi' tail oi" :id 'alve all w the said valve to opou ho tore the valve Ti l whoa a sudden depression oreurs. \vhieh main the ehrinhor 1) romniunirate with the tank I and allows :1 Hip pl}: greator than thai i valve T ltwhirh prot-ures an t tl()ll1 oi" air. and an art-oloralion n tho iuuin pipe. owing to the oxpansion in the ovlin-flrr.

in Fig. 21 the braking stress is i'ig ulate il b v variations oi the expansion troni tho taut: mu. owing to a piston 9 02, brought bark b a spring 903 for obtaining the mar; iinum volume (carriage with its toll load). an :u-tion \Ylllt'li is eountoraoted by the rzY: ing of tho t'rame Eitil- (u: bin D05, pulley 000 or aris 0t lever Qt 33 lived to the 1'' time, rour a-ul i'iO ill) 

